Vehicle spring construction



4 H l 1 w :W V 1 M 0 m u... M/M l, .w .m n RM. m, und m-ff 2 mim o I G H m www VS owl. Kcz um@ Amm. MpSm .E1 @un m E v m. @l 9 m l v 3 2 ,m

June 23, 1931. G. MATAKovlcH VEHICLE SPRING` CONSTRUGTION Filed Aug. 21, 1929 2 Sheets-Sheet 2 INVENTOR GEORGE MATAKov/CH Y ATTORNEY Patented June 23, 1931 PATENT OFFCE GEORGE MATAKOVICH, OF KEEWATIN, MINNESOTA VEHICLE SPRING CONSTRUCTION f Y v.Application led August 21, 1929. Serial No. 387,381.

This invention relates to vehicle spring constructions and the primary object is to provide an efficient and practical mechanism in the form of supplemental springs that are l so arranged vand disposed with reference to the chassis and normal or ordinary supporting springs of the car that they will function or become operative only when excessive strains or rebound actions are imparted to the main or ordinary supporting springs.

More speciiically the invention contemplates `the use of supplemental springs between the main frame of the vehicle and the front axle and rear axle housing which are virtually idle when the vehicle carries'an ordinary or iight load, and when ordinary road conditions are met with, but which will immediately become activeunder the strain of a heavy load and under the up and down strains imparted to the main ,springs under unusually rough road conditions. In short, the mechanism in question not only reinforces the ordinary springs of the car, under predetermined conditions, but also functions in the capacity of snubber and shock absorber. The invention, in conjunction with still other and more specific objects, as well as the operation thereof, will be fully described in the course of the following specification, reference being had to the accompanying drawings, wherein: f

Fig. 1 is a plan view of a vehicle frame and associated parts, embodying my invention.

Fig. 2'is a transverse sectional elevation on the line 2-2 in Fig. 1.

Fig. 3 is a longitudinal-sectional elevation Y on the line 3 3 in Fig. l.

' 5 5 in Fig. i,

Fig. 4 is an enlargedy detail view of the aux- .iliary spring connection, as on the line 4--4 inV Fig. 3, with fractional portions broken away for purpose of illustration.

Fig. 5 is a. sectional elevation on the line of the auxiliary spring end and associated connecting device.

Fig. 6 is a view similar to Fig. 5 but showing the position of the parts when the axle is raised with respect to the main frame.

Fig. 7 is similar to Figs. 5 and 6, except that the axle is illustrated in a relatively low showing the normal positionsV position to bring into play the snubbing action of the auxiliary spring. y

Referring to the drawings more particularly and by reference characters, il designates the chassis or main frame of the vehicle, the same being made up of side rails 8 and connecting cross braces or bars 9, 10, 11, 12, and 13.

The front end of the frame is supported in the usual way on a front axle 14, having wheels 15, and connected to the main frame by the customary supporting springs 16 and shackles 17. At its rear the frame is supported on the axle housing 18, having ground wheels 19, and connected to the main frame by springs 2O and shackles 2l, all of common and well known construction.

Extending longitudinally of the main frame and at opposite sides thereof, but preferably within the lateral limits of the springs 16 and 20, are a pair of auxiliary spring units 22, intermediate portions of which are rigidly secured to the cross beams 10, 11, and 12, by clamping plates 23. Each of these spring units consists of a plurality of spring leaves of different lengths, and the lowermost one of which is the longest. The front end of each spring unit 22 is disposed adjacent to but above the front axle 14, and is con-- nected thereto by a pair of link members 24 and 25, pivotally connected as at 26, while the upper ends of the link members are attached to the spring 22 and axle 14 respectively, as at 27 and 28. As shown particularly in Fig. 4, these link members each comprise a pair of side bars, such as in a common link belt, and are separated by sleeves 29, through which the pivot pins 26, 27, and 28, extend.

As previously noted, the normal position of the spring 22 with respect to the axle 14, or to the rear axle housing 18 as the case may be, is that shown in Fig. 5, in which event there is no strain imparted to the link members 24 and 25 whatever. Assuming, however, that under a heavy load or unusually rough road conditions the axle 14 is pressed up toward the frame A., more than under ordinary conditions, then the link 25 will move downwardly to a horizontal position, such as shown in Fig. 6, at which time it will stop against the shoulder 30 of a bracket 31, by which it is attachedto the i links 25 are vprovided with lugs 32, which the pivoty under certain circumstances stop against a pin 33 vsecured in thelink bars 24, as best illustrated in Figs. el and 7. yhe object. of this construction is to prevent the center of 2S coming into a dead center plane with respect to the pivots 2'? and 28, 'and also to prevent the links 24 andY 25 from passing beyond said dead center plane. From the foregoing description it will be understood that under road conditions which cause a downward rebound ot the axle le with respect to the mainframe, such as when passing over an unusually deep cavity or hollow iii the road surface, the downward motion of the axle let with respect kto the Vmain frame is limited to that permitted by thecombined lengths of the links 24l'and 25, and when this limit of motion has been reached, it will also be seen that the said motion is then imparted to the supplemental spring 22, in which event the device exerts the snubbing action rprevioulsy mentioned.'

It is understood that theY connectiongbetween the rear end of the supplemental spring 22 and the axle housing 18 is substantially identical with that above described inconnectionwith the front axle, except, however,

the pivot center 26 will move downwardly and forwardly instead of downwardly and rearwardly. f

lt'isunderstood that suitable modilications may be made in the structure as disclosed,

provided, however, vthat such modilications come within thev spirit and scope oi' the appended claims Having now, therefore, iullyillustrated and described my invention what l claim to be new-and desire to protect by LettersPatent is: Y

l. The combination comprisingarvehicle frame, an axle, a primary spring unit supporting the frame with respect to the axle; a secondary springunit comprising a'horizontally disposed series of leaf springs secured to the frame with one end pivotallyfconnected to the axle, said secondary spring -unit being normally inactive, and means forrendering v.the secondary springunit active when the Vframe is spread from the axle a predetermined distance.

'spring un means operative through the link connection Afor rendering the secondary spring unit active when theaxleand trame are moved to porting the Jiframe wtih respect to and axle'housing.

2. The combination comprising a vehicle frame, an axle, a primary spring unit supporting the frame with respect to the axle, a. secondary spring unit secured to the frame at a point longitudinally remote from the axle and having one end attached by a double link connection to the axle, said secondary itbeing normally inactive, and

apredeterniined proximity with respect to eachother.

3. The combina-tion comprising a vehicle frame, an axle, aprimary spring unit supporting the-frame with respect vto the axle, a

normallyinactive secondary spring unitcarlried by the lframe, and a -pair of links connecting'the axle with one end of the secondary spring. V Y 4..,The combination comprising a Vvehicle frame, an axle, a, primary `spring unit supporting the frame with respectto'tlie axle, a

secondary spring unit to supplement the Yprimary spring unit, a pair opivotally connected link members yconnectingithe second- .ary spring unit to the axle, said secondary spring unit being Vnormally inactive, and means for rendering the secondary spring unit active upon the exertion of a predetero mined pressure to the primary springunit.

5. The combination comprising a vehicle frame', van axle, avprimary spring `unit supthe axle, ai secondary spring' unit torsupplement the primary spring unit and anchored to the frame at a point longitudinally beyond the nearest end of the primary spring unit, said secondary Vspring unit being normally inactive, and means for rendering the secondary vspring unit active upon the exertion oflaprethat the link constructioii is reversed so that axle, rear axle housing, `and supporting :1110

springs of a vehicle,of a pair of auxiliary spring units' extending longitudinally of the frame and carried thereby, and pairsof normally inactive link members connectingthe ends of the auxiliarysprings with vthe laxle-"ll 7. The combinationwith the vtrame, front axle, rear axleV housing, and supporting springs of a vehicle, of a pair ofau-xili'ary spring units extending longitudinally of the frame and carried thereby, and pairs of link members connecting the ends of the auxiliary springswiththeaxle and axle housing, said link membersbeing normally in inactive positions. 'a

8. The. combination comprising a vehicle ra1ne, an axle, aprimary spring unit supporting the tramewith respectfto theaxle, a normally inactive secondary spring 'unit anchored to the frame, and a pair -of linklo members having relatively limited freedom of angular action and connecting the axle with the secondary spring unit.

9. The combination comprising a vehicle frame, an axle, a primary spring unit supporting the frame with respect to the axle, a secondary normally inactive spring unit secured to the frame with one end connected to the axle, a sectionally formed jointed connector between the axle and secondary spring unit, and means for checking the swinging actions of the connector sections with respect to each other.

10. The combination comprising a vehicle frame, an axle, a primary spring unit supporting the frame with respect to the axle, a secondary spring unit secured tothe frame with one end connected to the axle, a sectionally formed jointed connector between the axle and secondary spring unit, and means for checking the swinging movement oflone of the sections with respect to the ax e.

11. The combination with the frame of a vehicle, and an axle spring connected thereto, of a supplemental spring carried by the fra-me, a pair of link members pivotally connecting the supplemented spring with the axle, and a stop for limiting the swing of one of the link members.

12. The combination with the frame of a vehicle, and an axle spring connected thereto, of a supplemental spring carried by the frame, a pair of link members pivotally connecting the supplemented spring with the axle, and a stop carried by one of the link members to limit the movement of the other member with respect thereto.

Signed at Keewatin, in the county of Itasca, and State of Minnesota, this 17th day of August, 1929.

GEORGE MATAKOVICH. 

